I just got my tankerman PIC working on inland tank barges. We pass big ATBs all the time and were curious about loading/unloading product from them. When we load our barges, about 90% of the time, we load them to a draft mark and open or close manual valves to adjust product flow in the tanks in the barge(usually 6 tanks in a barge). We literally just look over the side at the draft marks to tell when to stop product loading. The product level in the tanks is watched through a sight glass and you tell the level by a gauge tree or counting rungs on the ladder going into the tank. How is it done on the big ATB barges?
Most have computerized systems using radar sensors to sense tank level.
[QUOTE=“bell47;105034”]I just got my tankerman PIC working on inland tank barges. We pass big ATBs all the time and were curious about loading/unloading product from them. When we load our barges, about 90% of the time, we load them to a draft mark and open or close manual valves to adjust product flow in the tanks in the barge(usually 6 tanks in a barge). We literally just look over the side at the draft marks to tell when to stop product loading. The product level in the tanks is watched through a sight glass and you tell the level by a gauge tree or counting rungs on the ladder going into the tank. How is it done on the big ATB barges?[/QUOTE]
What are you loading/discharging?
Some are done the same way that you’re describing. Some are done using the radar or the metric tape electrical systems. If we are loading to draft for someplace then we do have to pay Attention to the drafts over the side. (Especially if the ‘waterboy’ Doesn’t get all the water out! All of the newer barges have computer load programs that will let you know what the ullages are and what the draft will be. Although you do have to visually check the draft to confirm that the computer is right. Most of the barges are set up to do either Light distillates or middle distillates. The ones that are set up for middle distillates can do open loading and most of them have the increment trees to go down the O’s or they just look for the rungs to look it up. It’s really not a mystery it’s the same stuff just on a bigger scale. But sometimes keeping track of 56 or eight tanks, Port and Starbord is too much for some people. some people stick with the small barges for that reason. Some barges that are set up for chemicals are completely close loading and only use the computers so depends what you do, what you can load.
Thanks guys…I figured they were a little more “high tech” than ours. Right now we are pushing UAN liquid fertilizer, but we do mostly petroleum stuff on my boat…Im ready to get back to petroleum products. Fertilizer hauling is where inland barges go to die. LOL
If it makes you feel better one of Morans barges is moving liquid fertilizer
Our barge has 2 displays for the radar per tank, then MMC and hand gauging tables also. Its not the loading or discharging, any idiot can open a valve. Its the multi grades, watching ballast, calls from the office fishing for the next load, thats what keeps you busy. The ATB’s are easy, and if you have a good tug crew even better, just do your job and try to help the deckhand and engineer out when you can and you will be fine.
[QUOTE=bell47;105034]I just got my tankerman PIC working on inland tank barges. We pass big ATBs all the time and were curious about loading/unloading product from them. When we load our barges, about 90% of the time, we load them to a draft mark and open or close manual valves to adjust product flow in the tanks in the barge(usually 6 tanks in a barge). We literally just look over the side at the draft marks to tell when to stop product loading. The product level in the tanks is watched through a sight glass and you tell the level by a gauge tree or counting rungs on the ladder going into the tank. How is it done on the big ATB barges?[/QUOTE]
When the orders are to load to the marks, or take a “full load” it’s done basically the same way as far as visually watching (both sides) for the marks to reach the water, except if the vessel is big enough, they will finish loading in tanks on the fore and aft center line so the vessel comes down uniformly from bow to stern. The load is pre-computed so you already have a good idea of what the ullages should be when you hit the marks, but it will vary some depending on how much fuel and water you have, and how much your chief engineer is willing to share about how much fuel he carries up his sleeve.
[QUOTE=jdcavo;105111]When the orders are to load to the marks, or take a “full load” it’s done basically the same way as far as visually watching (both sides) for the marks to reach the water, except if the vessel is big enough, they will finish loading in tanks on the fore and aft center line so the vessel comes down uniformly from bow to stern. The load is pre-computed so you already have a good idea of what the ullages should be when you hit the marks, but it will vary some depending on how much fuel and water you have, and how much your chief engineer is willing to share about how much fuel he carries up his sleeve.[/QUOTE]
What. Fuel up my sleeve? Well, I never!!!
Man I remember the late 90’s when things were slow and all we did was spot jobs a week at a time. Once the dickscratchers got lazy and never came down to the boat for soundings it was game on. I used to “level” the boat back and forth to gain a little extra up my sleeve each time we came on or off charter.